Internal-combustion engine



V. LINK. INTERNAL COMBUSTION ENGINE. APPLICATIONIFILEDJAN-29.1919.

1,393,95 Patented. Oct. 11, 11921.

2 SHEETS-SHEET I.

III/ IVE IV TOR l. LINK.

INTERNAL COMBUSTION ENGINE.

APPLICATION man JAN.29. 1919.

llfiw m Patented. (m. n, 1921.,

2 SHEETS-SHEET 2.

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T- 'SI A vrn'cnnr amn on naaaaea;

To a]? wlwm it may concern:

Be it known'that ll. VINCENT LINK, a citizen of the United States,residing in the which the following is a specification.

ill

This invention is an internal combustion engine, an'd,.speakinggenerally, the salient feature of the invention consists in soconstructing the engine cylinder that a certain portion thereof,preferablya part of the cylinder head, becomes heated to a "considerablyhigher degree than other portions of the cylinder, whereby,i when theexplosive mixture is discharged or projected against said heatedportion, it completely vaporizes, or partially gasifies. the gasolene,or other hydrocarbon fuel employed, thereby greatly facilitatingitscombustion, and thus increasing the efficiency of the engine.

n engines of the Diesel type, it is common practice to provide ahot-ball or vaporizing chamber, exteriorly of the cylinder, throughwhich the fuel passes on itsway to the cylinder for "thepurpose ofassisting in the vaporization or gasification of the fuel. Manifestly,however, if such vaporization could be "effected within the cylinder,it' would result in a more efficient operation of the engine.Accordingly,the present invention is aimed to secure at least some ofthe advantages ofthe Diesel type-of engine, and yet dispenses with: thehot-ball or analogous device forming a partof the Diesel struc' ture.

From a more specific standpoint, the in vention consists inwater-jacketing a portion only of the cylinder head whereby theremaining portion, not being water-cooled, becomes heated to asuiliciently high tempera ture to thoroughly vaporize, or gasify, the

incoming gasolene or other hydrocarbon, and, thereby, greatly facilitateits combustion. a

At the present time, owing to the extraordinary demand for gasolene,most of the motor fuel on the market is of 'a considerably lowerspecific gravity than that formerly employed, some of these liquid fuelscontaining an admixture of petroleum distillates almost as heavy askerosene. lnengines of the common type, motorfuels of this characteroccasion undue deposits of carbon Specification of Letters Eatent.

nm'norr, MICHIGAN. assmn'on. TU 'rnn s'rnnnnannn conroaa- "men, aconrona'rron' or new master.

HITERNAL-GUMBUSTIUN ENGMTF I rat atea'oet. t, real.

3 npplieatten nee tanner-y ea, new. aerial llto. aravtt.

in the cylinder, with resulting loss of chiciency and other attendantdisadvantagee.

The present engine, embodying, as it does, auxiliary means forthoroughly vaporizing or gasifying the hydrocarbons, prior to theirexplosion, will operate with pronounced ciliciency even on the heavyfuels adverted to.

Features of the invention, other than those referred to, as well as theadvantages thereof, will be apparent from the following descriptiontaken in conjunction with the accompanying drawings.

The drawings illustrate the preferred,

practical embodiment of the invention, but

the construction shown therein'is typical, only, and not-exclusive ofthe other forms in which the invention may be availed of.

Figure 1 is, in the main, a sectional view through the middle of anengine cylinder embodying the; invention, showing certain associatedparts in elevation;

Fig. 2 is a plan view, assuming the cylinder to be positionedvertically, of the cylinder with the head removed.

Fig. 3 is a top perspective View of a casting forming the cylinder headsof a six cylinder engine embodying the present invention; and,

Fig. 4: is a bottom perspective view of the same casting.

Referring to the drawings, 1 designates the engine cylinder, 2 thepiston, provided with piston rod 3, and 4 the water jacket at the sidesof the cylinder. It will be noted that one portion 5 of the cylinderhead, substantially one half of the same, is plain, e., not providedwith a water jacket whereas the remaining portion 6. is provided with awater jacket? as shown. As a result of this manner of water-jacketingthe cylinder head, the part 5 becomes heated to a very considerablyhigher temperature than the part 6, and in efiect, is a hot late. Thecylinder head is preferably inc ined with reference'to the walls of thecylinder instead of being positioned perpendicular v thereto as iscustomary.

The fuel inlet is shown at 8, the cylinder inlet port 9, being providedwith a valve 10.

The exhaust port is shown at 9', Fig. 2, and it is controlled by anexhaust valve, not shown, the same as valve 10, operatin in propertimedrelation to said valve 10. 0th valves being of the same construction,and

Mid

- for adjustment or repair, but are operating in the same way, a descrition of one will suffice. The stem 11, as we 1 as the valve, arepreferably ositioned at an angle to the sides of the cy inder, saidstem. passing through a bore in a cast portion 12, positioned laterallyof the c llnder whereby the stem. is properly guide By thus placing thevalve in an angular position substantially centralizes the combustionchamber with reference to the cylinder bore, as a charge centralized inthis way, ignites and burns more rapidly. Moreover, this 1nclinationpermits positioning of the inlet valve close to the cylinder, therebyeliminating any combustion space exteriorly of the cylinder. Said castportion '12 is provided with a hub 13, which, in conjunction with aplate 14, secured to the lower end of stem, serves to hold a tensionspring 15 in place on the stem.

The lift of valve 10 is effected by means of a bell crank 16, fulcrumedat 17, the bell crank being actuated by a cam 18 on cam shaft 19, overwhich cam rides a roller 20, carried by one arm of the bell crank. Thearm of the bell crank which immediately imparts movement to valve stem11 is preferably made longer than the arm carrying roller 20, therebypermitting of the employment of a cam with a smaller lift, while givingthe same lift of valve. In this manner a large valve lift can beeffectively attained, and this is a decided advantage because of theincreased volume of explosive mixture which can be fed into thecylinder, at each operation of the valve. The present constructionhowever, permits of increased valve lift without necessitating a corresonding increase in the size of the cam.

he long arm of the bell crank carries an adjusting screw 21 foraccurately adjusting the throw of the valve. The valve operating partsdescribed are readily accessible protected by an easily detachable plate22.

A spark plug 23 is positioned substantially centrally of the hot portionor plate 5, but the water jacket 7, being positioned close thereto,protects the plug from burning or undue heating.

From the foregoing description, the operation of the engine will bereadily understood, but it may be briefly described aS follows: Thecycle is the ordinary one, namely; upon the down-stroke of the piston,the explosive mixture is drawn into the cylinder, and compressed by thesucceeding up-stroke, where upon the compressed mixture is fired andforces the piston down on its working stroke; the following up-strokescavenge-s the cylinder and the described operations repeated. Theunprotected portion 5 of the cylinder head soon becomes highly heatedand the entering explosive mixture impinging as it does on the very hotcylinder head, results in a com lete vaporization and artialgasification o the lane or other hydrocarbon. Because of t e a larpositioning of the cylinder head an the ocstion of the inlet, theexplosive mixture on entering the cylinder will strike the less heatedportion of the head or plate first, and the unvaporized hydrocarboncontained in the mixture will flow down the inclined head, successivelymeeting hgtter rtions thereof until it is finally vaporizer.Thisengines, also forms part of the present invention and it is to beunderstood that the same is included in the averments of the annexedoath.

While the invention has been described, in the interest of simplicity,in connection with a single cylinder, it will be understood, of

course, that it is equally applicable to multi cylinder engines. For theurpose of illustration, however, I have s own in Figs. 3 and 4 themanner in which a six cylinder cylinder head is, in practice, made toembody the present invention. The cylinder heads for all the cylindersare cast in one piece with an inclined surface 6 formed foru'xtaposition with each of the cylinders.

his showing clearly illustrates the preferred manner of practising theinvention in a multi-cylinder vertical engine, though, manifestly, theinvention is not restricted to the s ecific details shown in Fi 3 and 4.

It wi 1 be understood, further, t at formal and mechanical changes maybe made in the specific structure described, such as the use ofequivalents, and that one or more of the features of the invention maybe advantageously employed without utilizing them all in conjunction,without departing from the spirit or substance of the lnvention, thescope of which is commensurate with the ap nded claims.

hat I claim as new and desire to secure by Letters Patent is:

1. In an internal combustion engine a cylinder provided with a cylinderhead 1nclined with reference to the bore of the cylinder, a portion ofsaid cylinder head being water jacketed, in combination with means todeliver the unvolatilized portion of the explosive fluid to the waterjacketed surface of the cylinder head.

2. In an internal combustion engine a c linder provided with a cylinderhead 1nclined with reference to the bore of the cylinder, a portion ofsaid cylinder head being water jacketed, in combination with means todeliver the unvolatilized portion of the explosive fluid to the Waterjacketed surface of the cylinder head, and means independent of the hotunjacketed portion of the cylinder head for firing the explosive charge,

3. In an internal combustion engine, a cylinder provided with a cylinderhead inclined with referenceto the bore of the cylinder, a water jacketon a portion only of the head and an inlet port, a controlling valvetherefor also inclined in relation to the bore of the cylinder, arock-shaft for operating the valve and a cam for actuating therock-shaft.

4. In an internal combustion engine, a cylinder provided with a cylinderhead, a portion of which is water jacketed and a further portion ofwhich is not Water jacketed, the water jacketed portion being inclinedwith referencetothe bore of the cylinder, a fuel inlet positionedbeneath the water jacketed portion of the cylinder head,

whereby the unvaporized hydrocarbon carried by the explosive mixtureentering the cylinder, impinges the inclined wall of the jacketedportion of the cylinder head and 'fiows down the inclined surfacethereof onto the heated surface of the unjacketed portion of said head,said unjacketed portion being heated during the operation of the engine,

but being sufliciently cooled by the jacketed portion to preclude theexplosive charge from firing by contact therewith either before orduring compression.

5. In an internal combustion engine, a cylinder 'provided with acylinder head, a portion of which is water jacketed and a urther portionof which is not water jacketed, the water jacketed portion beinginclined with reference to the bore of the cylinder, a fuel inletpositioned beneath the water jacketed portion of the cylinder head,

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cylinder, impinges the inclined wall of theacketed portion of thecylinder head and flows down the inclined surface thereof on to theheated surface of the unjacketed portion of said head, said unjacketedportion being heated during the operation of the engine, but beingsufficiently cooled by the jacketed portion to preclude the explosivecharge from firing by contact therewith either before or duringimpression, and means independent for its operation upon the heatedjacketed portion of the cylinder head for firing the explosive charge.

6. In an internal combustion engine, a cylinder, a fuel inlet positionedat one side of the cylinder, a cylinder head covering the top of thecylinder and the fuel inlet, said cylinder head having a water jacketedportion over the fuel inlet and an unwater jacketed portion over thecylinder, which latter portion becomes heated during the operation ofthe engine, whereby motive fuel drawn into the cylinder during thesuction stroke of the piston is caused to pass from beneath therelatively cooljacketed portion of the cylinder head to and apast theheated unjacketed portion thereof, the jacketed portion of said headabove the fuel inlet being inclined with relation to the cylinder,

so that unvaporized hydrocarbon carried by the explosive mixtureentering the'cylinder flows down "the inclined surface of the c linderhead and engages with the heated unjacketed portion thereof.

Signed by me at Detroit, Michigan, U. S. A., this 21st day of Januar1919.

VIN ENT LINK. Witnesses:

' RICHARD G. LARsEN, Geo. R. DAVENPORT.

